Locomotive rail vehicle



May 12, 1953 G. H. ROESCH 2,638,057 LOCOMOTIVE RAIL VEHICLE Filed Feb. 7, 1949 5 Sheets-Sheet l FigJ.

Inventor Q] GH-TMRK 31 q mm Attorneys y 1953 a. H. ROESCH LOCOMOTIVE RAIL VEHICLE 3 Sheets-Sheet 2 Filed Feb. 7, 1949 a i N 4\ a I, V V r 7 \l kw W/ N om mm @m Km mm @m km @W mm Q mm m \w l mm Tm m ww QFHQ mmvsw May 12, 1953 G. H. ROESCH 2,638,057

LOCOMOTIVE RAIL VEHICLE Filed Feb. 7, 1949 3 Sheets-Sheet 3 Fig. 3

Invenfor 0W H R' jww Attorneys Patented May 12, 1953 GeQrges iIenryltoesch, L

n "Ei een; a'l'ld Develope- "company posed ahove'the chassis and are-murmurs direct gas toandiroin theturbine thus" generator, turbine and xhazust gas ducttogetheriorm a V'with the turbineat'the apexofthev. SuTEhadispDSi'- tion of the ess'sential componentso'f a gasturhine locomotive affords advantages in that the'pas'sag e of Working fiuid therethrough is "accomplished with lowductiosses, th'e'co'ritinuity tifffidw Being inteiliiptedinthe optimum case bycnly tus'e angler!herids. While atdth'e same "time it is -ecouomica1 of space and affords the necessary convenience, in regard tosafety 'conside tions, (if disposition of *the air intake f ex aust tintlet. Moreover, the arrangementafford's similar convenience as regards the disposition of the mechanism transmitting power from the turbine 'In this latter carnation etainer-aspect of the invention consists in the provision of a power transmitting mechanism comprising, (disposed upon eachtruck, a reversible-gear drive: to two or -m'ore axles of the truck which drive is connected 'to the turbine shaft by extensible 'universaHy-jointed transmission shafts. I}

The various objects contemplated by the invention and the manner of their realization may best he "understood from. a consideration "-o'f the following. description with reference to aceempanying' drawings in which, by Way *of e'ic- .ample, a constructional embodiment of the invention is illustrated. a

In the accompanying drawings:

Figure 1 is a part of a longitudinal cross-sectional elevation of a locomotive embodying the features of the invention showing in particular the disposition of the various components of its power plant;

Figure 2 is a longitudinal cross-sectional elevation of a truck of the locomotive of Figure 1 showing in particular details of the mechanism transmitting power to the driving wheels;

i'l fiiaiius'. politica -t2) Figure 3 'is; aplan view'partiy'sctinaf'eoiispending to the'el'evation' of FigureZ.

With reference to Figure 1 the a'ix'ialliow "gas turbine prime mover I iae eivesess"immanenerator comprising ana'xia-Y'fioyr air dirie'rsssr 2, a combustion system {and "a com "essordriving turbine 4'arrangedforstrai'glit hr o 'jh annular 'fioiwtof the working fl'uid in a di' which is incIine'd tO permit fiojv from the erator to the-prime jmover 'i throughfa curved annular sue-e E; 'tlie' g'ases are ei fhauste'd from the prime "mover through a single edited duct 6 leading to an inclined 7. Airifor the'cornpress'or 2" enters by 'Wa'ybfa lo'ngitu f I intake in the upperstruct-ure offthe vehicle not s'hoivm "and a cleaning and siincing'chaniher 8 'sothatHnor'e "eitetiveintake flow is :obtained 'Whe'n the'vhicle-rnoves in the direction item the righttotheleit hand side-oftI'iedraW- ing, while the exhaust gases"areaisthargea'u vvalrdlythrough the outlet 9. 'This arrangement of main cefiipdneuts affords smooth changes'in direction for", and is conducive to aerodynamic "iiiincy inthe flow of f vvo'rking fluid in the vehicle; F'dntransm'ittirig the drive or the turbine l to the "wheels "of the" locomotive, the turbine shaft is connected at each end to'universal joints 15' which are in turn eachonnectedtoithe 'erteinai'memt ilifibof a-teles'copic transmission 'shafthaving an internal'member l ta in spiiried engagement with the enema member liib. "The trahsmis'sion siiarts psssthrougih; the walls of the arifiuli tift'he turvea ducts and aibeing partitionedffonifth lg' as in the annulilb'y screening tuh's H and t2. Furtherto the main propeumg manner-vine locomotive has auxiliary machine y comprising a centrifugal tpump "I 6 which Tfgaredto' therot'or of the -gaszgenerating st ande'xtradts deposits from -the; c1eaningchain teat; an electriegenerator I l WhiOhvlSfilSO' geared to the'gasgenerator rotor; and aninterrral' combustion engine i8 which; by means of alternative clutching may -be coupled either to a truck through the transmission shaft and tgea-rmg "i=9 Which-drives-ithe gearedseetieh ofthabegie'lthte by enabling shunting and like operations of the locomotive to be carried out on the auxiliary engine i8, or may be coupled to drive the centrifugal pump [6, electric generator [1 and gas generator rotor to start the main machinery.

The geared section of the transmission (see particularly Figures 2 and 3) comp-rises in each truck a driving shaft 20 attached to the outer universal joint [5 which shaft is journalled for rotation in the housing I3 by bearings 2|, 22 at shaft carries one fixed clutch element 28 at 7 each end and a further double-ended intermediate fixed clutch element 29, each element being keyed and endwise located on the shaft 20. These fixed clutch elements are adapted to be engaged or disengaged by the slidable clutch elements 2! so as to bring the corresponding sleeve 23 and bevel wheel gear 25 into or out of rotational engagement with the shaft 20. Successive pairs of bevel wheel gears 25 are arranged in continuous mesh with, a driven bevel gear wheel 39 mounted on a transverse driven shaft 31 which also carries a pinion 32 meshing with a further gear wheel (not shown) transmitting drive to the wheels on one axle of the truck. The slidable clutch elements 21 are each provided with an operating lever 33 pivoted in the housing l3 and the levers of the two clutch elements associated with the air of bevel wheels 25 engaging a common driven bevel wheel 39 are interconnected by a pin jointed link 3%. The two links 34 of a truck are further connected by pin jointed connecting rods 35 to spaced points on 'a common crank arm 36 which is supported at an intermediate point by a trunnion 31 from the housing [3 so that when the crank is rotated about its pivot the slidable clutch elements 2'1 each either engages or disengages its associated fixed clutch element. The arrangement is such that only either the two center or the two outer clutches (as in Figure 2) on the truck are engaged at any one time, these alternative engage- -ments providing for forward and reverse drive of the locomotive. The disposition of the two driven bevel wheel gears 30 on opposite sides of the driving shaft 20 (see Figure 3) ensures that all the track wheels on the truck are driven in the same direction at any time. As well as providing for reversal of the locomotive, the geared sections of the transmission provide also for speed reduction between the turbine I and the track wheels.

' The described arrangement of the drive transmitting mechanism has particular advantage in conjunction with the V form layout of the turbine working fluid flow path. The disposition of the entire geared section of the transmission on eral requirements in regard to disposition of load to ensure adequate adhesion between the driving wheels and the track.

I claim:

1. A locomotive rail vehicle comprising a chassis, two supporting trucks pivotably attached thereto at longitudinally spaced points thereon, each truck carrying transmission means to transmit drive to at least one axle on said truck, a gas driven axial flow power turbine supported from said chassis and between said trucks for rotation about a longitudinally extending axis, extensible shafting connecting said power turbine and said transmission means on each truck to transmit drive thereto, a turbo-compressor gas generator mounted above said chassis, and inlet and exhaust gas ducting forming with said power turbine a gas flow path having the general form of a V with one limb extending upwardly and forwardly and the other limb extending upwardly and rearwardly from said power turbine, said turbo compressor gas generator being arranged with its rotational axis lying along one of said limbs.

2. A locomotive rail vehicle comprising a chassis, two supporting trucks pivotably attached thereto at longitudinally spaced points thereon, each truck having at least two axles, and a reversible gear drive mounted on the ,truck so as to be pivctable therewith relatively to said chassis and transmitting drive to at least two of said axles, a gas driven axial flow power turbine supported from said chassis and between and sub stantially level with said trucks for rotation about a longitudinally extending axis, said turbine being mounted on shafting extending therefrom in opposite directions, two extensible transmission shafts universally jointed to opposite ends of said pow-er turbine shafting to connect respectively with each of said reversible gear drives, a turbocompressor gas generator mounted above said chassis, and inlet and exhaust gas ducting forming with said power turbine a gas flow path having the general form of a V with one limb extending upwardly and forwardly and the other limb extending upwardly and rearwardly from said power turbine, said turbo compressor gas generator being arranged with its rotational axis lying along one of said limbs.

GEORGES HENRY ROESCH.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,054,314 Riddle Feb. 25, 1913 1,503,454 Ford July 29, 1924 2,029,981 Black Feb. 4, 1936 2,118,814 Holzwarth May 31, 1938 2,250,543 Lysholm et a1 July 29, 1941 FOREIGN PATENTS Number Country Date 574,615 France Apr. 3, 1924 Series 1, Italy Mar. 12, 1866 vol. 3 No. 60 

